Stage: Final Publications

Regulatory Agency Final Publications

AMOC Docket No. faa-2021-1158; Notice No. 107-21-01-NOA Accepted Means of Compliance; Operations Over Human Beings, Category 2 and Category 3 Small Unmanned Aircraft

This document announces the
acceptance of a means of compliance
(MOC) in accordance with a rule issued
by the FAA on January 21, 2021, and
went into effect on April 21, 2021. The
Administrator finds the Virginia Tech Mid-Atlantic Aviation Partnership (VT
MAAP) MOC Version 1.0 an acceptable
means, but not the only means, of
demonstrating compliance with the
requirements of Category 2 and Category
3 small unmanned aircraft systems
(small UAS) operations over people

FAA AD; Transport and Commuter Category Airplanes (5G C-Band Interference)

The FAA is adopting a new airworthiness directive (AD) for all transport and commuter category airplanes equipped with a radio (also known as radar) altimeter. This AD was prompted by a determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band). This AD requires revising the limitations section of the existing airplane/aircraft flight manual (AFM) to incorporate limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band interference as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products.

FAA AD 2021-23-13 Various Helicopters (5G C-Band Interference)

The FAA is adopting a new airworthiness directive (AD) for all helicopters equipped with a radio (also known as radar) altimeter. This AD was prompted by a determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band). This AD requires revising the limitations section of the existing rotorcraft flight manual (RFM) for your helicopter to incorporate limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band interference in areas as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products.

ED Decision 2021/015/R CS-25 Amendment 27

The objectives of this Decision are to:
(a) reduce the number of large-aeroplane accidents and serious incidents where aeroplane performance is a causal factor, while harmonising the use of reported runway surface conditions in aeroplane performance assessments;

(b) reflect the state of the art in large-aeroplane certification by selecting non-complex, non-controversial, and mature items;

(c) address three safety recommendations (SRs) in the areas of turbopropeller vibrations and windshield systems; and

(d) better harmonise the Certification Specifications and Acceptable Means of Compliance for Large Aeroplanes (CS-25) with the corresponding related International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs) and Federal Aviation Administration (FAA) Advisory Circulars (ACs).

This Decision amends CS-25 to:
(a) upgrade the certification standards for computing take-off and landing performance (including at the time of arrival);

(b) require that turbopropellers on large aeroplanes are equipped with a vibration indication system;

(c) introduce acceptable means of compliance (AMC) on the investigation of propeller vibrations during descent to ensure that certain conditions are addressed;

(d) ensure that applicants fully define and control the material strength and other properties that are used in part fabrication methods, considering the unique, product-specific combinations of materials and/or processes, and/or methods of manufacture and assembly;

(e) ensure that applicants properly address windshield system failure conditions that may have structural effects; and

(f) update a reference table in AMC 25 Subpart H; introduce references to FAA AC 25-17A ‘Transport Airplane Cabin Interiors Crashworthiness Handbook’, and correct editorial errors.

The amendments are expected to:

  • increase the current level of safety by addressing three SRs;
  • improve harmonisation with the related FAA standards and ICAO SARPs on aeroplane performance assessment; and
  • have some positive economic impacts and no social or environmental impacts.